Superbird

Superbird (pronounced soo-per-burd)

(1) A one-year version of the Plymouth Road Runner with certain aerodynamic enhancements, built to fulfil the homologation requirements for use in competition.

(2) A one-off Ford Falcon XA GT built by Ford Australia for the motor show circuit in 1973 (and subsequently a derived (though much toned-down) regular production model offered for a limited time).

1969: The construct was super + bird.  The Middle English super was a re-purposing of the prefix super, from the Latin super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  In this context, it was used as an adjective suggesting “excellent quality, better than usual; wonderful; awesome, excellent etc.  Bird was from the Middle English bird & brid, from the Old English bridd (chick, fledgling, chicken).  The origin was a term used of birds that could not fly (chicks, fledglings, chickens) as opposed to the Old English fugol (from which English gained the modern “fowl”) which was the general term for “flying birds”.  From the earlt to mid-fourteenth century, “bird” increasingly supplanted “fowl” as the most common term.  Superbird is a noun; the noun plural is Superbirds and an initial capital is appropriate for all uses because Superbird is a product name.

Of super- and supra-

The super- prefix was a learned borrowing of the Latin super-, the prefix an adaptation of super, from the Proto-Italic super, from the primitive Indo-European upér (over, above) and cognate with the Ancient Greek ὑπέρ (hupér).  It was used to create forms conveying variously (1) an enhanced sense of inclusiveness, (2) beyond, over or upon (the latter notable in anatomy where the a super-something indicates it's "located above"), (3) greater than (in quantity), (4) exceptionally or unusually large, (5) superior in title or status (sometimes clipped to "super"), (6) of greater power or potency, (7) intensely, extremely or exceptional and (8) of supersymmetry (in physics).  The standard antonym was “sub” and the synonyms are listed usually as “on-, en-, epi-, supra-, sur-, ultra- and hyper-” but both “ultra” and “hyper-” have in some applications been used to suggest a quality beyond that implied by the “super-” prefix.  In English, there are more than a thousand words formed with the super- prefix.  The supra- prefix was a learned borrowing from the Latin suprā-, the prefix an adaptation of the preposition suprā, from the Old Latin suprād & superā, from the Proto-Italic superād and cognate with the Umbrian subra.  It was used originally to create forms conveying variously (1) above, over, beyond, (2) greater than; transcending and (3) above, over, on top (in anatomy thus directly synonymous with super) but in modern use supra- tends to be differentiated in that while it can still be used to suggest “an enhanced quality or quantity”, it’s now more common for it to denote physical position or placement in spatial terms.

The Superbirds; northern hemisphere and southern

1969 Dodge Daytona (red) & 1970 Plymouth Road Runner Superbird (blue).

The Plymouth Superbird was a "homologation special" build only for the 1970 model year.  By the mid 1950s, various NASCAR (National Association for Stock Car Auto Racing) competitions had become wildly popular and the factories (sometimes in secret) provided support for the racers.  This had started modestly enough with the supply of parts and technical support but so tied up with prestige did success become that soon some manufacturers established racing departments and, officially and not, ran teams or provided so much financial support some effectively were factory operations.  NASCAR had begun as a "stock" car operation in the literal sense that the first cars used were "showroom stock" with only minimal modifications.  That didn't last long, cheating was soon rife and in the interests of spectacle (ie higher speeds), certain "performance enhancements" were permitted although the rules were always intended to maintain the original spirit of using cars which were "close" to what was in the showroom.  The cheating didn't stop although the teams became more adept in its practice.  One Dodge typified the way manufactures used the homologation rule to effectively game the system.  The homologation rules (having to build and sell a minimum number of a certain model in that specification) had been intended to restrict the use of cars to “volume production” models available to the general public but in 1956 Dodge did a special run of what it called the D-500 (an allusion to the number built to be “legal”).  Finding a loophole in the interpretation of the word “option” the D-500 appeared in the showrooms with a 260-hp V8 and crossed-flag “500” emblems on the hoods (bonnet) and trunk (boot) lids, the model’s Dodge’s high-performance offering for the season.  However there was also the D-500-1 (or DASH-1) option, which made the car essentially a race-ready vehicle and one available as a two-door sedan, hardtop or convertible (the different bodies to ensure eligibility in NASCAR’s various competitions).  The D-500-1 was thought to produce around 285 hp from its special twin-four-barrel-carbureted version of the 315 cubic inch (5.2 litre) but more significant was the inclusion of heavy-duty suspension and braking components.  It was a successful endeavour and triggered both an arms race between the manufacturers and the ongoing battle with the NASCAR regulators who did not wish to see their series transformed into something conested only by specialized racing cars which bore only a superficial resemblance to the “showroom stock”.  By the 2020s, it’s obvious NASCAR surrendered to the inevitable but for decades, the battle raged.

1970 Plymouth Superbird (left) and 1969 Dodge Daytona (right) by Stephen Barlow on DeviantArt.  Despite the visual similarities, the aerodynamic enhancements  differed between the two, the Plymouth's nose-cone less pointed, the rear wing higher and with a greater rake.  

By 1969 the NASCAR  regulators had fine-tuned their rules restricting engine power and mandating a minimum weight so manufacturers resorted to the then less policed field of aerodynamics, ushering what came to be known as the aero-cars.  Dodge made some modifications to their Charger which smoothed the air-flow, labelling it the Charger 500 in a nod to the NASCAR homologation rules which demanded 500 identical models for eligibility.  However, unlike the quite modest modifications which proved so successful for Ford’s Torino Talladega and Mercury’s Cyclone Spoiler, the 500 remained aerodynamically inferior and production ceased after 392 were built.  Dodge solved the problem of the missing 108 needed for homologation purposes by introducing a different "Charger 500" which was just a trim level and nothing to do with competition but, honor apparently satisfied on both sides, NASCAR turned the same blind eye they used when it became clear Ford probably had bent the rules a bit with the Talladega.

Superbirds: 1970 Plymouth Road Runner Superbird in "Lime Light" (left) and Lindsay Lohan (right), generated in AI (artificial intelligence) as a superbird by Stable Diffusion.

Not discouraged by the aerodynamic setback, Dodge recruited engineers from Chrysler's aerospace & missile division (which was being shuttered because the Nixon-era détente had just started and the US & USSR were beginning their arms-reduction programmes) and quickly created the Daytona, adding to the 500 a protruding nosecone and high wing at the rear.  Successful on the track, this time the required 500 really were built, 503 coming of the line.  NASCAR responded by again moving the goalposts, requiring manufacturers to build at least one example of each vehicle for each of their dealers before homologation would be granted, something which typically would demand a run well into four figures.  Plymouth duly complied and for 1970 about 2000 Superbirds (NASCAR acknowledging 1920 although Chrysler insists there were 1,935) were delivered to dealers, an expensive exercise given they were said to be invoiced at below cost.  Now more unhappy than ever, NASCAR lawyered-up and drafted rules rendering the aero-cars uncompetitive and their brief era ended.

The graphic for the original Road Runner (1968, left) and the version used for the Superbird (1970, right).  Both were created under licence from Warner Brothers, like the distinctive "beep-beep" horn sound, horn sound, the engineering apparently as simple as replacing the aluminium strands in the mechanism with copper windings. 

So extreme in appearance were the cars they proved at the time sometimes hard to sell and some were converted back to the standard specification by dealers anxious to get them out of the showroom.  Views changed over time and they're now much sought by collectors, the record price known price paid for a Superbird being US$1,650,000 for one of the 135 fitted with the 426 Street Hemi.  Despite the Superbirds having been produced in some four times the quantity of Daytonas, collectors indicate the're essentially interchangable with the determinates of price (all else being equal) being determined by (1) engine specification (the Hemi-powered models the most desirable followed by the 6-BBL Plymouths (there were no Six-Pack Daytonas built) and then the 4 barrel 440s), (2) transmission (those with a manual gearbox attracting a premium) and (3) the combination of mileage, condition and originality.  Mapped on to that equation is the variable of who happens to be at an auction on any given day, something unpredictable.  That was demonstrated in August 2024 when a highly optioned Daytona in the most desirable configuration achieved US$3.36 million at Mecum’s auction at Monterey, California.  The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.  The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive.  That’s how the collector market now works.

1973 XA Ford Falcon GT Superbird, built for the show circuit. 

Based on the then-current XA Falcon GT Hardtop, Ford Australia’s original Superbird was a one-off created for display at the 1973 Sydney and Melbourne Motor Shows, the purpose of the thing to distract attention from Holden’s new, four-door Monaro model, a range added after the previous year’s limited production SS had generated sufficient sales for the “proof-of-concept” to be judged a success.  Such tactics are not unusual in commerce and Ford were responding to the Holden’s earlier release of the SS being timed deliberately to steal the thunder expected to be generated by the debut of the Falcon Hardtop.  Although it featured a new "rough-blend" upholstery and a power-steering system with the rim-effort increased from 4 to 8 lbs (1.8 to 3.6 kg), mechanically, the Superbird show car was something of a “parts-bin special” in that it differed from a standard GT Hardtop mostly in the use of some of the components orphaned when the plan run of 250-odd (Phase 4) Falcon GTHOs was cancelled after in 1972 a Sydney tabloid newspaper had stirred a moral panic with one of their typically squalid and untruthful stories about “160 mph (258 km/h) supercars” soon to be available to males ages 17-25 (always a suspect demographic in the eyes of a tabloid editor).  Apparently, it was a “slow news day” so the story got moved from the sports section at the back to the front page where the headline spooked the politicians who demanded the manufacturers not proceed with the limited-production specials which existed only to satisfy the homologation rules for competition.  Resisting for only a few days, the manufacturers complied and within a week the nation’s regulatory body for motor sport announced the end of “series-production” racing and that in future the cars used on the track would no longer need to be so closely related to those available in showrooms.

1973 XA Ford Falcon GT Superbird with model in floral dress.

The Falcon GT Superbird displayed at the motor shows in 1973 however proved something of a harbinger in that it proved a bit of a “trial run” for future ventures in which parts intended solely for racing would be added to a sufficient number of vehicles sold to the public to homologate them for use on the circuits.  In that sense, the mechanical specification of the Superbird previewed some of what would later in the year be supplied (with a surprising amount of car-to-car variability) in RPO83 (regular production option 83) including the GTHO’s suspension settings, a 780 cfm (cubic feet per minute) carburetor, the 15” x 7” aluminium wheels, a 36 (imperial) gallon (164 litre) fuel tank and some of the parts designed for greater durability under extreme (ie on the race track) conditions.  Cognizant of the effect the tabloid press has on politicians, none of the special runs in the immediate aftermath of the 1972 moral panic included anything to increase performance.

Toned down: 1973 Ford Falcon 500 Hardtop with RPO77 (Superbird option pack).

Most who saw the Superbird probably didn’t much dwell on the mechanical intricacies, taken more by the stylized falcon which extended for three-quarters the length of the car.  It was the graphic which no doubt generated publicity in a way the specification sheet never could and it was made available through Ford dealers but the take-up rate was low so which it was decided to capitalize on the success of the show car by releasing a production Superbird (as RPO77), the graphic had been reduced to one about 18 inches (450 mm) in length which was applied to the rear quarters, an ever smaller version appearing on the glovebox lid.  In keeping with that restraint, RPO 77 included only “dress-up” items and a 302 cubic inch (4.9 litre) V8 in the same mild-mannered state of tune as the versions sold to bank managers and such and very different from the high-compression 351 (5.8) in the show car.  Still, RPO 77 did succeed in stimulating interest in the two-door Hardtop, sales of which had proved sluggish after the initial spike in 1972; some 750 were built and that all but 200 were fitted with an automatic transmission was an indication of the target market.  In Australia, the surviving Superbirds are now advertised for six figure sums while the surviving three Phase 4 GTHOs (the fourth was destroyed in a rally which seems an improbable place to use such a thing) can command over a million.  The 1973 show car was repainted from "Pearl Silver" to its original "Wild Violet" before being sold.

Sqound

Sqound (pronounced skwu-kuhl)

An object in the shape of a square with rounded corners.

1990s: The word was coined by a person or persons unknown to distinguish between the (round) taillights used on (most) C4 Chevrolet Corvettes between 1983-1989 and those built subsequently (1990-1996), the construct being sq(uare) + (r)ound).  Square was from the Middle English square, sqware & squyre, from the Old French esquarre & esquerre, (which endures in modern French as équerre), from the Vulgar Latin exquadra, the construct being ex- (the prefix used as an intensive) +‎ quadro (four cornered; make square), from quadrus (square).  It displaced fēowerecge (four-edged).  Round was from the Middle English round & rounde, from the Old Northern French roünt & rund & the Old French ront, runt & reont (which endures in modern French as rond), from the Late Latin retundus & the Classical Latin rotundus.  The noun developed partly from the adjective and partly from the corresponding French noun rond.  Sqound is a noun & adjective; the noun plural is sounds.

1993 Chevrolet Corvette ZR1.

Perhaps the ultimate “niche word”, the only known use is among members of the “C4 ‘Vette cult” (those devoted to the fourth series (C4) Chevrolet Corvette, 1984-1996).  It seems first to have been used as an adjective to describe the then unique taillights fitted to the Corvette ZR1 (1990-1995), released at the 1989 Geneva Motor Show.  Although an obvious visual clue, the ZR1 attracted most attention by its use of an all-aluminium, 350 cubic inch (5.7 litre; LT5) V8 which featured double overhead camshafts (DOHC) and 32 valve heads.  Although the 350 cubic inch displacement was shared with the mainstream small-block Chevrolet V8s, so different was it in terms of construction and internal dimensions that the Corvette community (a priesthood with very firm views) regard it as something separate from the long-running (1954-2003 in production vehicles but still available as a "crate engine") small-block V8 family.  The engine was a co-development between Chevrolet and the UK-based Lotus Group which General Motors (GM, Chevrolet’s parent corporation) had acquired in 1986 (maintaining ownership until 1993) and was intended for use in a Corvette which could be marketed as the “world's fastest production car” (GM defining what constituted “production”); the V8 was given the internal designation LT5.  Although in the mid-1980s electronic engine management systems were still in their infancy, the LT5 did feature some genuine innovations in its fuel management, enabling the combustion chamber design to be optimized for power without this imposing the usual compromises in drivability at lower speeds.  Assembly of the (relatively) low-volume LT5 was sub-contracted to Mercury Marine which had long experience of the materials used in the construction.

LT5 V8 in 1990 (believed built in 1989) Chevrolet Corvette ZR1, one of 25 GM R&D (research & development) prototypes built to test the active-suspension system.

Perhaps of greater significance to GM was the expertise Lotus possessed in chassis design & tuning although the Corvette was a very different machine to the smaller, lighter cars with which Lotus had built their reputation, encapsulated by the philosophy of company founder Colin Chapman (1928–1982): “Simplify, then add lightness”.  Historically, that idea was most “un-Corvette” like and despite the aluminium engine block and heads, the ZR1 did emerge from development weighing some 200 lb (91 kg) more than the typical C4 Corvette, the additional heft the consequence of weightier components needed to support the greater speed and lateral forces made possible by the additional power and cornering capability.  On the road, the Lotus influence was certainly felt, the ZR1’s limits of adhesion as impressive as the then impressively wide (315-35 x 17 inch) tyres would suggest.  Befitting its role, the ZR1 was offered only as a coupé with a removable roof panel (no convertibles were produced) and as well as the wider wheels, it was distinguished from the rest of the range by a widened tail section with a convex rear fascia housing four “squond” taillights, the first time since the 1961 models anything but four round units had appeared on a production Corvette.

1987 Chevrolet Corvette with the round taillights used between 1984-1990 (left) and 1993 Chevrolet Corvette ZR1 with sqounds.

The ZR1 was much admired although not all approved of the squonds.  However, Chevrolet’s stylists must have liked them because in 1990 the convex fascia and squonds were standardized across the range, presumably pleasing the accountants who probably never saw the point of producing two different moldings which fulfilled the same function.  Why the C4 cultists settled on “sqound” isn’t known but it’s likely to have been something which just “came to someone” searching for a word to describe a shape which was neither quite round or square; within the cult there is (as far as in known), no “linguistics & etymology” committee.  In 1990, there was no world wide web and the internet was almost unknown outside of universities and places like the Pentagon so it wasn’t as if Google was there to answer the question.  Had search engines been available, it’s likely sqound might never have been coined because the word “quartic” quickly (as least as quickly as a 2400 kbit/s modem on a dial-up connection permitted) would have been unearthed.

1960 Plymouth Fury four-door hardtop (left), 1974 Austin Allegro 1750 Sport Special (centre) and 2024 Chevrolet Corvette Z06 coupé (right).

Once a technical term in the arcane world of algebra and thus known to only a few, "quartic" first gained a larger audience in 1973 when, to general derision, British Leyland (BL) released the Austin Allegro, complete with a steering wheel which was “not quite round and not quite square".  Explaining it was chosen to afford the diver greater leg-room and provide a better view of the instruments, BL revealed the shape was “quartic”.  The idea actually wasn’t novel, dating back decades and had been used on quite a few American cars during the early 1960s but for whatever reasons, the presence of one in the Allegro attracted little but criticism, something the rest of the vehicle would soon suffer.  BL also attracted the scorn of mathematicians who hastened to point out a quartic is “an algebraic equation or function of the fourth degree or a curve describing such an equation or function” insisting the correct description for a "square with rounded corners" is “squircle” (in algebraic geometry "a closed quartic curve having properties intermediate between those of a square and a circle"), the construct being squ(are) +c(ircle).  Few etymologists (and certainly no lexicographers) appear to have listed sqound as a "real" word but it's of interest because as a rare example in English of a word where a "q" is not followed by a "u"; such constructs do exist but usually in the cases where initialisms have become acronyms such as Qantas (Queensland and Northern Territory Aerial Services).  Such words do appear in English language texts but they tend to be foreign borrowings including (1) qat (or khat) (a plant native to East Africa and the Arabian Peninsula, often chewed for its stimulant effects), (2) qi (a term from Chinese philosophy referring to life force or energy), qibla (the direction Muslims face when praying (towards the Kaaba in Mecca)) and (4) qiviut (the soft under-wool of the musk-ox, valued when making warm clothing).  For a while, BL pretended to ignore the geometry pedants but within a year replaced the wheel with a conventional circular design.  Whatever the name, variations of the shape have since become popular with high-end manufacturers, Ferrari, Aston-Martin, Lamborghini and others all pursuing non-circular themes and one is a feature of the latest (C8) mid-engined Chevrolet Corvette, in which, unlike the unfortunate Allegro, it's much admired.

The antipodean Edsel: 1973 Leyland P76 Super V8 (left) and 1974 Leyland Force 7V (right).  Only 10 of the prototype Force 7V coupés survived the crusher but although it offered the novelty of a hatchback, the styling was ungainly and the very market segment for which it was intended was close to extinction.  Even had the range survived beyond 1974, success would have been improbable although the company should be commended for having intended to name the luxury version the Tour de Force (from the French and translated literally as "feat of strength"), the irony, in retrospect, charming.     

Although 1973 was the last “good year” for the “old” UK economy and one during which British Leyland was looking to the future with some optimism, the corporation’s troubles that year with steering wheels were, in retrospect, a harbinger for what lay ahead.  In addition to the Allegro, also introduced in 1973, on the other side of the planet, was the P76, a large (then a “compact” in US terms) sedan which Leyland Australia hoped would be competitive with the then dominant trio, GMH’s (General Motors Holden) Holden, Ford’s Falcon and Chrysler’s Valiant, the previous attempts using modified variants of UK models less than successful.  Leyland at the time kept expectations low, claiming the target was nothing more than a 10% market share and the initial reception the P76 received suggested this might more than be realized, the consensus of press reports concluding the thing was in many aspects at least as good as the opposition and in some ways superior, the country’s leading automotive that year awarding the V8 version the coveted COTY (Car of the Year) trophy.  Unfortunately, the circumstances of 26 June 1973 when the P76 was launched didn’t last, the first oil crisis beginning some four months later which resulted in a spike in the price of oil which not only suddenly dampened demand for larger cars but also triggered what was then the most severe and longest-lasting recession of the post-war years.  Basic design flaws in the body engineering and indifferent quality control contributed to the debacle which is now remembered as the Australian industry’s Edsel and in October 1974 production of the P76 ended and Leyland closed its Australian manufacturing facilities, never to re-open.

1973 P76 with the original sharp-edged steering wheel (left) and the later version, designed for the Force 7 (right).  The P76's steering wheel was one of many flaws which were planned to be rectified (or at least ameliorated) in the "facelifted" version scheduled for 1975 but before the end of 1974 the decision had been taken in London to axe the entire Leyland Australia project.    

Given the geo-political situation, rampant inflation and troubled industrial relations of the time, the P76’s steering wheel is really just a footnote in the sad tale but, like the Allegro’s “quartic” venture it was emblematic of the self-inflicted injuries to which Leyland would subject itself, both in the UK and its antipodean offshoot.  When the P76 made its debut in 1976, there was some comment that the steering wheel’s boss had a horn-pad in the shape of a boomerang, emphasizing the Australian connection but what was criticized was the rim which had bizarre, concave cross-section, meaning a quite sharp edge faced the driver, leaving an impression on the palms of the hands after only a few minutes driving.  The industry legend is the shape was a consequence of the typist (in 1973 it was accepted practice to blame women whenever possible) who prepared the final specification-sheet having mixed up “concave” & “convex” but even if that’s true it’s remarkable the obvious flaw in the design wasn’t rectified at the prototype stage.  Some have doubted the veracity of the story but such things do happen.  On 23 September, 1999, NASA (National Aeronautics and Space Administration) lost the US$125 million Mars Climate Orbiter spacecraft after its 286-day journey to Mars and that was a time when US$125 million was still a lot of money.  There was of course the inevitable review which found the craft’s directional thrusters had, over the course of several months, been incorrectly fired because the control data had been calculated in incorrect units.  The contractor Lockheed Martin (responsible for the calculations) was sending data in Imperial measures (pounds) to NASA, while NASA's navigation team, expecting metric units, interpreted the numbers as Newtons).  As far as is known, neither the contractor nor the agency attempted to blame a typist.

Picture of Lindsay Lohan in sqound frame (frame by Hanna Zasimova) (left) and sqound headlight surrounds on 1971 VG Chrysler Valiant VIP (right).  Passing usually unnoticed, sqounds are all around us although the mathematicians insists the shape is neither a sqound nor a quartic but a squircle.

Cynophagia

Cynophagia (pronounced)

The practice of eating dog meat.

Late 1700-early 1800s: The construct was cyno- + phagia.  Cyno was a combining form of the Ancient Greek κύων (kúōn or kýon) (dog) and the suffix –phagia was from the Ancient Greek -φαγία (-phagía) (and related to -φαγος (-phagos) (eater)), corresponding to φαγεῖν (phageîn) (to eat), infinitive of ἔφαγον (éphagon) (I eat), which serves as infinitive aorist for the defective verb ἐσθίω (esthíō) (I eat).  In English, use is now most frequent in mental health to reference the consumption of untypical items.  Being a cynophagist (a person who engages in cynophagia) is not synonymous with being a cynophile (a person who loves canines) although it’s not impossible there may be some overlap in the predilections.  The construct was cyno- +‎ -phile.  The –phile suffix was from the Latin -phila, from the Ancient Greek φίλος (phílos). (dear, beloved) and was used to forms noun & adjectives to convey the meanings “loving”, “friendly”, “admirer” or “friend”.  In the context of metal health, the condition would be described as cynophilia.  The -philia suffix was from the Ancient Greek φιλία (philía) (fraternal) love).  It was used to form nouns conveying a liking or love for something and in clinical use was applied often to an abnormal or obsessive interest, especially if it came to interfere with other aspects of life (the general term is paraphilia).  The companion suffix is the antonym -phobia. The related forms are the prefixes phil- & philo- and the suffixes -philiac, -philic, -phile & -phily.  Cynophagia, cynophagy, cynophagism & cynophagist are nouns and cynophagic is an adjective; the noun plural is cynophagists.

The word cynophagia was coined as part of the movement in European scholarship in the late eighteenth & early nineteenth centuries which used words from classical languages (Ancient Greek & Latin) as elements to create the lexicon of “modern” science & medicine, reflecting the academic & professional reverence for the supposed purity of the Ancient world.  The reason there was a cynophagia but not a “ailourphagia” (which would have meant “the practice of eating cat meat”) is probably because while the reports from European explorers & colonial administrators would have sent from the orient many reports of the eating of dogs, there were likely few accounts of felines as food.  The construct of “ailourphagia” would have been ailour-, from the Ancient Greek αἴλουρος (aílouros) (cat) + phagia.  The Greek elements of ailouros were aiolos (quick-moving or nimble) & oura (tail), the allusion respectively to the agility of cats and their characteristic tail movements.  There are of course ailurophiles (one especially fond of cats), notably the "childless cat ladies" and disturbingly, there's also paedophage (child eater). 

Historically, east of Suez, consuming dog meat was not uncommon and in some cultures it was a significant contribution to regional protein intake while in other places it was either unlawful of taboo.  Carnivorism (the practice of eating meat) is an almost universal human practice but what is acceptable varies between cultures.  Some foods are proscribed (such as shellfish or pig-meat) and while it’s clear the origin of this was as a kind of “public heath” measure (the rules created in hot climates in the pre-refrigeration age) but the observance became a pillar of religious observance.  Sometimes, a similar rule seems originally to have had an economic imperative such as the Hindu restriction on the killing of cattle for consumption, thus the phrase “sacred cow”, the original rationale being the calculation the live beasts made an economic contribution which much outweighed their utility as a protein source.  So, what is thought acceptable and not is a cultural construct and that varies from place-to-place, the Western aversion to eating cats & dogs attributable to the sentimental view of them which has evolved because of the role for millennia as domestic pets.  Over history, it’s likely every animal in the world has at some point been used as a food source, some an acquired taste such as the “deep fried tarantula” which, long a tasty snack in parts of Cambodia, became a novelty item in Cambodian restaurants in the West.  There are though probably some creatures which taste so awful they’re never eaten, such as parrots which ate the seeds of tobacco plants, lending their flesh a “distinctive flavor”.  The recipe for their preparation was:

(1) Place plucked parrot and an old boot in vat of salted water and slow-cook for 24 hours.
(2) After 24 hours remove parrot & boot.
(3) Throw away parrot and eat old boot.

Analysts had expected “more of the same” from Donald Trump (b 1946; US president 2017-2021) in his debate with Kamala Harris (b 1964; US vice president since 2021): the southern border, illegal immigrants, inflation et al.  What none predicted was that so much of the post-debate traffic would be about Mr Trump’s assertion Haitian immigrants in Springfield, Ohio (one of literally dozens of localities in the country so named, one factor which influenced it becoming the name of the town in the Fox cartoon series The Simpsons) were eating the pets of the residents (ie their cats & dogs).  As racist tropes go, it followed the script in terms of the “otherness, barbarism, incompatibility” etc of “outsiders in our midst” although there seemed to be nothing to suggest there was any tradition of such consumption in Haiti.  Still, at least it was something novel and it wasn’t the first time pet cats had been mentioned in the 2024 presidential campaign, Mr Trump’s choice of running mate as JD Vance (b 1984; US senator (Republican-Ohio) since 2023) bring renewed attention to the latter’s 2021 interview then Fox News host Tucker Carlson (b 1969) in which he observed the US had fallen into the hands of corporate oligarchs. Radical Democratic Party politicians and “…a bunch of childless cat ladies who are miserable at their own lives and the choices that they've made and so they want to make the rest of the country miserable, too.”

Eventually, that would be answered by the childless cat ladies, notably the most famous: the singer Taylor Swift who posted an endorsement of Kamala Harris, posing with Benjamin Button, the Ragdoll she adopted in 2019.  Benjamin Button was no stranger to fame, the seemingly nonplussed puss appearing of the cover announcing Ms Swift as Time magazine’s 2023 Person of the Year.

Childless cat lady Taylor Swift with ragdoll Benjamin Button (as stole).  Ragdoll cats make good stoles because (apparently because of a genetic mutation), they tend to "go limp" when picked up.  

Ms Swift is of course a song-writer so well accustomed to crafting text to achieve the desired effect and one word nerd lawyer quickly deconstructed, much taken by the first three paragraphs which interlaced the first person (“I” & “me/my”) and the “you” while avoiding starting any sentence with “I” (a technique taught as a way of conveying “objectivity”) until the she announces her conclusion:

 “Like many of you, I watched the debate tonight. If you haven’t already, now is a great time to do your research on the issues at hand and the stances these candidates take on the topics that matter to you the most. As a voter, I make sure to watch and read everything I can about their proposed policies and plans for this country.”

“Recently I was made aware that AI of ‘me’ falsely endorsing Donald Trump’s presidential run was posted to his site. It really conjured up my fears around AI, and the dangers of spreading misinformation. It brought me to the conclusion that I need to be very transparent about my actual plans for this election as a voter. The simplest way to combat misinformation is with the truth.”

“I will be casting my vote for Kamala Harris and Tim Walz in the 2024 Presidential Election. I’m voting for @kamalaharris because she fights for the rights and causes I believe need a warrior to champion them. I think she is a steady-handed, gifted leader and I believe we can accomplish so much more in this country if we are led by calm and not chaos. I was so heartened and impressed by her selection of running mate @timwalz, who has been standing up for LGBTQ+ rights, IVF, and a woman’s right to her own body for decades.”

So, a classic example of a technique which might be used by someone disinterested: two premises which lead to a conclusion, the rhythm of the lyric being “I, I, you, you, you.”  Then, after the “you, you, you” of the “discussion” has made it clear where her focus is, every sentence in the third paragraph begins with “I”, emulation a cadence which might appear in a musical track: “I’ve done my research, and I’ve made my choice. Your research is all yours to do, and the choice is yours to make.”  One can see why her songs are said to be so catchy.

The intervention of Ms Swift and Benjamin Button produced reactions. 

Newspapers haven’t always been effective in changing voting intentions or nudging governments in particular public policy directions.  During the inter-war years the Beaverbrook (the Daily & Sunday Express and the less disreputable Evening Standard) press in the UK ran a long and ineffective campaign promoting “empire free trade” and the evidence suggests the editorial position a publication adopted to advocate its readers vote one way or the other was more likely to reflect than shift public opinion.  One reason is that in the West, while politics is very interested in the people, the people tend not to be interested in politics and most thoughtful editorials are barely read.  People are however rabid consumers of popular culture and one opposition leader would later claim an interview a woman’s magazine conducted with his (abandoned) ex-wife did him more political damage than anything written by political or economics reporters, however critical.  With 283 million followers on Instagram (Ms Harris has 18 million), Ms Swift’s intervention may prove decisive if she shifts just a few votes in the famous “battleground states”.

Celebrity endorsements are not unusual; some successful, some not.  In 2016, Lindsay Lohan endorsed crooked Hillary Clinton (who did win the popular vote so there was that).

Whether Ms Swift’s endorsement of Kamala Harris will shift many opinions isn’t known (many analysts concluding the electorate long ago coalesced into “Trump” & “anti-Trump” factions) but the indications are she may have been remarkably effective in persuading to vote those who may not otherwise have bothered, the assumption being most of these converts to participation will follow her lead and it’s long been understood that to win elections in the US, the theory is simple: get those who don’t vote to vote for you.  In practice, that has been difficult to achieve at scale (the best executions in recent years by the campaign teams of George W Bush (George XLIII, b 1946; US president 2001-2009) in 2004 and Barack Obama (b 1961; US president 2009-2017) in 2008.

However, in including a custom URL which directed people to vote.gov where they could register to vote produced a spike in voter registration, the US General Services Administration (GSA) revealing an “unprecedented” 338,000-odd unique visits to their portal in the hours after Ms Swift’s post.  Although the “shape” of the hits isn’t known, most seem to be assuming that (as well as some childless cat ladies), those who may be voting for the first time will tend to be (1) young and (2) female, reflecting the collective profile of Ms Swift’s “Swifties”.  They are the demographic the Democratic Party wants.  The GSA called it the “Swift effect” and added that while in the past there had been events which produced smaller spikes, they were brief in duration unlike the Swifties woh for days kept up the traffic, the aggregate numbers dwarfing even the “intensity and enthusiasm” in the wake of the US Supreme Court (SCOTUS) overturning Roe v Wade (1973) prior to the 2022 mid-term congressional elections.

In an interview with JD Vance, Fox News asked what he thought might be the significance of Ms Swift mobilizing the childless cat lady vote and he responded: “We admire Taylor Swift’s music. But I don’t think most Americans, whether they like her music, or are fans of hers or not, are going to be influenced by a billionaire celebrity who I think is fundamentally disconnected from the interests and problems of most people.  When grocery prices go up by 20 per cent, it hurts most Americans. It doesn’t hurt Taylor Swift. When housing prices become unaffordable, it doesn’t affect Taylor Swift, or any other billionaire.”  Fox News choose not to pursue the matter of whether self-described “billionaire celebrity” Donald Trump could be said to be “…fundamentally disconnected from the interests and problems of most people.”

In “damage-limitation” mode, the Trump campaign mobilized generative AI in an attempt to re-capture the childless cat lady vote.  After the debate, Mr Trump had added geese to the alleged diet of Springfield’s Haitian residents.

Mr Trump may have himself to blame for Ms Swift’s annoying endorsement because he’d earlier posted fake, AI-generated images on his social media platform, Truth Social, suggesting she’d urged her the Swifties to vote for him.  Such things were of course not foreseen by the visionary AI (artificial intelligence) researchers of the 1950s, the genie is out of the bottle and given that upholding the “freedom of speech” guaranteed by the First Amendment to the constitution is one of the few things on which the SCOTUS factions agree, the genie is not going back.

The meme-makers have really taken to generative AI.

So while generative AI doesn’t allow mean the meme makers can suddenly create images once impossible, it does mean they can be produced by those without artistic skills or specialized resources and the whole matter of the culinary preferences of Haitians in Ohio is another blow for the state.  It was only in May 2024 that a number of schools in issued a ban on Gen Alpha slang terms including:

Ohio: It means “bad” with all that implies (dull, boring, ugly, poor etc).  Because of the way language evolves, it may also come to mean “people who eat pet cats & dogs”.  The implication is it’s embarrassing to be from Ohio.

Skibidi: A reference to a viral meme of a person’s head coming out of a toilet; it implies the subject so described is “weird”.

Sigma: Unrelated to the 18^th letter of the Greek alphabet, it’s been re-purposed as a rung on the male social hierarchy somewhat below the “alpha-male”.

Rizz: This one has a respectable pedigree, being the the Oxford English Dictionary’s (OED) 2023 word of the year.  It’s said technically to be a “Gen Z word”, short for “charisma”.  It has been banned because Gen Alpha like to use it in the negative (ie “lacking rizz”; “no rizz” etc).

Mewing: A retort or exclamation used to interrupt someone who is complaining about something trivial.  Gen Alpha are using it whenever their teachers say something they prefer not discuss.

Gyatt: A woman with a big butt, said originally based on the expression “goddam your ass thick.”

Bussin’: “Good, delicious, high quality” etc.

Baddie: A tough, bolshie girl who “doesn’t take shit form no one”.  It’s a similar adaptation of meaning to a term like “filth” which means “very attractive”.

Dogdish

Dogdish (pronounced dog-dish or dawg-dish)

(1) The dish in which a pet dog’s meals are served (probably a rare use because “dog bowl” is the more common (an accurate) descriptor.

(2) In US use, the style of simple hubcap used in the 1960s & 1970s for low-cost vehicles (especially for fleet operators such as police forces) or certain high-performance cars (including those ordered for competition use).

1940s or 1950s (in the automotive context): The word dog pre-dates the eleventh century and was from the Middle English dogge (akin to the Scots dug), from the Old English dogga & docga, of uncertain origin.  The documentary evidence from a thousand years ago is unsurprisingly scant but does suggest “dog” was used to mean something like the modern “cur” or “mutt” (ie a common or stray dog as opposed to one of good breeding), later refined to be applied to “large or stocky canines”.  The Old English dogga & docga may have been a pet-form diminutive of dog, the appended suffix -ga also used of pet frogs (frocga) and pigs (picga).  The ultimate source of dog (and the meaning) is uncertain but there may be some link with the Old English dox (dark, swarthy) or the Proto-West Germanic dugan (to be suitable), the latter the origin of the Old English dugan (to be good, worthy, useful), the English dow, the Dutch deugen and the German taugen.  It’s all speculative but the most supported theory appears to be it was likely a children’s epithet for dogs meaning something like “good creature”.  Less supported is the notion of a relationship with docce (stock, muscle), from the Proto-West Germanic dokkā (round mass, ball, muscle, doll), from which English gained dock (stumpy tail) and ultimately (in that context) docking (the removal of a tail.  In England, as late as the early fifteenth century, the common words used of domestic canines was hound, from the Old English hund while dog tended to be restricted to a sub-type resembling the modern mastiff and bulldog.  In the way English tends towards shorter forms, by the sixteenth century dog had become the general word with hound increasingly a specialist word used of hunt dogs (accounting for all those English pubs called “The fox & hounds”.  At the same time, the word dog was adopted by several continental European languages as their word for mastiff although this use didn’t persist as “dog” became more generalized.  Etymologists note that despite the overlaps in form and meaning, the English word was not related to the Mbabaram dog.  Dish predated the tenth century and was from the Middle English dish & disch, from the Old English disċ (plate; bowl; dish), from the Proto-West Germanic disk (table; dish), from the Latin discus, from the Ancient Greek δίσκος (dískos) (quoit, disc, discus, dish, trencher, round mirror, reliquary, marigold).  For centuries the orthodox etymology of dískos was that it was from δίκ-σκος (dík-skos), from δικεῖν (dikeîn) (to cast) but more recent scholarship have cast doubts on this on the grounds the suffix -σκο- was rare in nominal derivation.  The alternative suggestion was δισκ- (disk-) was a variant of δικεῖν (dikeîn) (of pre-Greek origin) rather than a direct formation.  Dogdish is a noun; the noun plural is dogdishes.

The dogdish hubcap

Dogdishes (also as dog dish or dog-dish and there’s even a faction which calls them “pie pans”, the collective being “poverty caps”) are a basic, unadorned style of hubcap used with steel wheels (“steelies” to the tappet-heads).  Although some steel wheels could be stylish (notably those offered by the US manufacturers in the 1960s & 1970s and those used on the later Jaguar E-Types (XKE) and some Daimler & Jaguar XJs, in passenger vehicles, lighter aluminium wheels have in recent decades become the standard fitting for all but the cheapest models in a range.  However, the steel wheel possesses a number of virtues as well as being cheaper than aluminium units, notably their resistance to impact injuries and ease of repair, the latter the reason they’re still the choice for many police vehicles and rental fleets.  The steel wheel is inherently heavier so not the ideal choice for high performance use but the strength is attractive for off-road users who appreciate being able to effect repairs in remote places with little more equipment than a hammer.

1929 Mercedes-Benz 460 Nürburg (W08, 1928-1933); a Nürburg was the first "Popemobile" (supplied by the factory to Pius XI (1857–1939; pope 1922-1939) and the official car of Eugenio Pacelli (1876-1958, the future Pope Pius XII (1939-1958)) while Apostolic Nuncio to Germany (1920–1930).  The wheels were fashioned in timber and the hubcaps were of stainless steel.  Wooden wheels were by 1929 already archaic although some were still being produced as late as 1939.  Typically, hickory was favored because of its strength, flexibility and shock resistance which made it able to cope with the stresses imposed by the often rough roads of the era.

1957 Cadillac Eldorado Brougham.  During the 1930s, for various reasons (dirt protection, aerodynamics and, increasingly, aesthetics), hubcaps grew to become "wheel covers" and in the hands of US stylists in the 1950s they became an integral component of the whole design, used for product differentiation and the establishment of a model's place in the hierarchy.  Compared with the excesses which would be seen in the 1960s & 1970s, those on the 1957 Cadillac Eldorado Brougham were almost restrained.      

The origin of the hubcap was, fairly obviously, “a cap for hub”, something which dates from the age of horse-drawn carts.  Although they would later become something decorative, hubcaps began as a purely function fitting designed to ensure the hub mechanism was protected from dirt and moisture because removing a wheel when the hub was caked in mud with bolts “rusted on” could be a challenge.  In the twentieth century the practice was carried over to the automobile, initially without much change but as wheels evolved from the wooden-spoked to solid steel (and even in the 1920s some experimented with aluminium), the hubcaps became larger because the securing bolts were more widely spaced.  This meant they became a place to advertise so manufacturers added their name and before long, especially in the US, the humble hubcap evolved into the “wheel-cover”, enveloping the whole circle and they became a styling feature, designs ranging from the elegant to the garishly ornate and some were expensive: in 1984 a set of replacement “wire” wheel covers for a second generation Cadillac Seville (the so-called “bustle-back”, 1980-1985) listed at US$995.00 if ordered as a Cadillac part-number and then that was a lot of money.

1969 COPO Chevrolet Camaro ZL1.  Only 69 units in this configuration were built for not only was the all-aluminium ZL1 a highly-strung engine not suited to street use, it added US$4160.15 to a V8 Camaro's base price of US$2727.00 restricting demand to those who really did want to run on drag strips.  The basic interior fittings and dogdish hubcaps saved buyers a few dollars. 

But the dogdishes persisted because police forces and other fleet operators ordered cars with them in large volumes and many thrifty private buyers opted for them too.  As the cult they are today however, the origin lies in their appearance on muscle cars during the 1960s.  Sometimes their inclusion was as a cost-cutting measure (such as the 1968 Plymouth Road Runner) or because the vehicle was being produced for competition (such as the Chevrolet Camaros fitted with 427 cubic inch (7.0 litre) engines via General Motors’ (GM) COPO (Central Office Production Order) scheme used usually for volume runs of things like vans for utility companies or police interceptors with the high-performance but not the "dress-up" options).  The apparent anomaly of the high-performance Cameros running the dogdishes (then sometimes referred to as “poverty caps”) was that the buyer would anyway be fitting their own wheel/tyre combination so the vehicle was supplied ex-factory with the cheapest option.  The photographic record suggests that in truth, when new, relatively few muscle cars prowled the street with dogdishes still attached, something more stylish usually fitted at some point during ownership but they’ve become so emblematic of the era that reproductions are now available for those undertaking restorations or creating their own clone (tribute/faux/fake/replica etc); authenticity can be emulated.

Dogdish owner: Lindsay Lohan leaving a Lincoln Town Car with Chloe the Maltese (which lived to the reasonable age of 15), May 2008, New York City.  He first dog, also a Maltese, she called Gucci, the name explained by the puppy arriving simultaneously with her “first pair of Gucci boots”.  The dog promptly chewed up the boots.

Usually, in the collector market, what commands the highest price is a vehicle which left the factory fitted with the most options, the “fully-optioned” machine the most desirable (although the odd extra-cost item like an automatic transmission or a vinyl roof can detract), the dogdishes don’t deter buyers, most of who would probably admit the various styled steel wheels of the era were better looking.  In August 2024, the most highly optioned 1969 Dodge Daytona in the most desirable mechanical configuration (the 426 cubic inch (7.0 litre) Street Hemi V8 & four-speed manual transmission combination) achieved US$3.36 million at Mecum’s auction at Monterey, California.  The price was impressive but what attracted the interest of the amateur sociologists was the same Daytona in May 2022 sold for US$1.3 million when offered by Mecum at their auction held at the Indiana State Fairgrounds.  The US$1.3 million was at the time the highest price then paid for a Hemi Daytona (of the 503 Daytonas built, only 70 were fitted with the Hemi and of those, only 22 had the four-speed manual) and the increase in value by some 250% was obviously the result of something other than the inflation rate.

The US$3.36 million 1969 Dodge Daytona.  When new, the Daytona (and the more numerous companion "winged warrior" Plymouth Superbird) was sometimes difficult for dealers to sell, the wild body modifications not appealing to all.  Consequently, so resorted to returning them to the same visual appearance as standard Dodge Chargers.  Now, the process is reversed and a number of Chargers have been transformed into "clone" Daytonas.   

The consensus was that although the internet had made just about all markets inherently global, local factors can still influence both the buyer profile and their behaviour, especially in the hothouse environment of a live auction.  Those who frequent California’s central coast between Los Angeles and San Francisco include a demographic not typically found in the mid-west and among other distinguishing characteristics there are more rich folk, able to spend US$3.36 million on a half-century old car they’ll probably never drive.  That’s how the collector market now works.

1971 Plymouth Hemi 'Cuda: US$410,000 in 1999; US$3.36 million in 2014, the appreciation due to (1) the supply & demand curve and (2) the largess of the US Federal Reserve.  For those wanting "the look", reproduction stainless steel dogdishes are available for US$258.00 (set of four). 

Despite the result, the green Daytona’s result wasn’t even the highest price a Chrysler product had achieved at auction, that mark set in Seattle in 2014 when one of the five four-speed manual 1971 Plymouth Hemi ‘Cuda convertibles (there were another seven automatics) sold US$3.78 million.  While the outcome of such a rarity was not indicative of broader market trends (although there have been stellar performances for classic Mercedes-Benz and pre-1973 Ferraris), it did illustrate the effect of the increase in the global money supply in the wake of the GFC (Global Financial Crisis, 2008-2012) when central banks essentially not only “replaced” much of money the rich had lost gambling but gave them a healthy bonus as well.  The Hemi ‘Cuda in December 1999 had (albeit in its original, un-restored state sold at auction for US$410,000 so the successful US$3.36 million bid 14 years on was an increase of more than 800%, the sort of RoI (return on investment) which would once have impressed even Richard "Dick" Fuld (b 1946), chairman & CEO of Lehman Brothers (1850-2008).  Time however will tell if the money spent in 2014 was a good investment because when another four-speed 1971 Hemi ‘Cuda convertible was offered for auction in 2021, despite predictions it would go for as much as US$6.5 million, it was passed-in at US$4.8 million without reaching the reserve.  The car was fitted with Chrysler’s “Rallye” wheels rather than the steelie/dogdish combo but this was not thought to be of any significance.

Mecum Auctions catalogue image of 1971 four-speed Plymouth Hemi 'Cuda convertible with 15" Rallye wheels.  Passed in on a high-bid of US$4.8 million, it'll be interesting to see if, when next offered, steelies & dogdishes are fitted.